Flexible support structure for a geared architecture gas turbine engine

ABSTRACT

A gas turbine engine includes a flex mount for a Fan Drive Gear System defined by a lateral and transverse stiffness relatonship.

CROSS REFERENCE TO RELATED APPLICATIONS

The present disclosure is a continuation-in-part of U.S. patentapplication Ser. No. 13/342,508, filed Jan. 3, 2012, which claimspriority to U.S. Provisional Patent Application No. 61/494,453, filedJun. 8, 2011.

BACKGROUND

The present disclosure relates to a gas turbine engine, and moreparticularly to a flexible support structure for a geared architecturetherefor.

Epicyclic gearboxes with planetary or star gear trains may be used ingas turbine engines for their compact designs and efficient high gearreduction capabilities. Planetary and star gear trains generally includethree gear train elements: a central sun gear, an outer ring gear withinternal gear teeth, and a plurality of planet gears supported by aplanet carrier between and in meshed engagement with both the sun gearand the ring gear. The gear train elements share a common longitudinalcentral axis, about which at least two rotate. An advantage of epicyclicgear trains is that a rotary input can be connected to any one of thethree elements. One of the other two elements is then held stationarywith respect to the other two to permit the third to serve as an output.

In gas turbine engine applications, where a speed reduction transmissionis required, the central sun gear generally receives rotary input fromthe powerplant, the outer ring gear is generally held stationary and theplanet gear carrier rotates in the same direction as the sun gear toprovide torque output at a reduced rotational speed. In star geartrains, the planet carrier is held stationary and the output shaft isdriven by the ring gear in a direction opposite that of the sun gear.

During flight, light weight structural cases deflect with aero andmaneuver loads causing significant amounts of transverse deflectioncommonly known as backbone bending of the engine. This deflection maycause the individual sun or planet gear's axis of rotation to loseparallelism with the central axis. This deflection may result in somemisalignment at gear train journal bearings and at the gear teeth mesh,which may lead to efficiency losses from the misalignment and potentialreduced life from increases in the concentrated stresses.

SUMMARY

A gas turbine engine according to an exemplary embodiment of the presentdisclosure includes a fan shaft and a frame which supports the fanshaft. The frame defines a frame lateral stiffness and a frametransverse stiffness. A gear system drives the fan shaft. A flexiblesupport at least partially supports the gear system. The flexiblesupport defines a flexible support lateral stiffness with respect to theframe lateral stiffness and a flexible support transverse stiffness withrespect to the frame transverse stiffness. An input coupling to the gearsystem defines an input coupling lateral stiffness with respect to theframe lateral stiffness and an input coupling transverse stiffness withrespect to the frame transverse stiffness.

In a further non-limiting embodiment, the flexible support lateralstiffness is less than the frame lateral stiffness.

In a further non-limiting embodiment of any of the foregoing examples,the flexible support transverse stiffness is less than the frametransverse stiffness.

In a further non-limiting embodiment of any of the foregoing examples,the flexible support lateral stiffness is less than the frame lateralstiffness, and the flexible support transverse stiffness is less thanthe frame transverse stiffness.

In a further non-limiting embodiment of any of the foregoing examples,the gear system includes a gear mesh that defines a gear mesh lateralstiffness and a gear mesh transverse stiffness.

A gas turbine engine according to an exemplary embodiment of the presentdisclosure includes a fan shaft and a frame which supports the fanshaft. A gear system drives the fan shaft. The gear system includes agear mesh that defines a gear mesh lateral stiffness and a gear meshtransverse stiffness. A flexible support at least partially supports thegear system. The flexible support defines a flexible support lateralstiffness with respect to the gear mesh lateral stiffness and a flexiblesupport transverse stiffness with respect to the gear mesh transversestiffness. An input coupling to the gear system defines an inputcoupling lateral stiffness with respect to the gear mesh lateralstiffness and an input coupling transverse stiffness with respect to thehear mesh transverse stiffness.

In a further non-limiting embodiment of any of the foregoing examples,the flexible support lateral stiffness is less than the gear meshlateral stiffness.

In a further non-limiting embodiment of any of the foregoing examples,the flexible support transverse stiffness is less than the gear meshtransverse stiffness.

In a further non-limiting embodiment of any of the foregoing examples,the flexible support lateral stiffness is less than the gear meshlateral stiffness, and the flexible support transverse stiffness is lessthan the gear mesh transverse stiffness.

In a further non-limiting embodiment of any of the foregoing examples,the frame defines a frame lateral stiffness and a frame transversestiffness.

BRIEF DESCRIPTION OF THE DRAWINGS

Various features will become apparent to those skilled in the art fromthe following detailed description of the disclosed non-limitingembodiment. The drawings that accompany the detailed description can bebriefly described as follows:

FIG. 1 is a schematic cross-section of a gas turbine engine;

FIG. 2 is an enlarged cross-section of a section of the gas turbineengine which illustrates a fan drive gear system (FDGS);

FIG. 3 is a schematic view of a flex mount arrangement for onenon-limiting embodiment of the FDGS;

FIG. 4 is a schematic view of a flex mount arrangement for anothernon-limiting embodiment of the FDGS;

FIG. 5 is a schematic view of a flex mount arrangement for anothernon-limiting embodiment of a star system FDGS; and

FIG. 6 is a schematic view of a flex mount arrangement for anothernon-limiting embodiment of a planetary system FDGS.

FIG. 7 is a schematic view of a flex mount arrangement for anothernon-limiting embodiment of a star system FDGS; and

FIG. 8 is a schematic view of a flex mount arrangement for anothernon-limiting embodiment of a planetary system FDGS.

DETAILED DESCRIPTION

FIG. 1 schematically illustrates a gas turbine engine 20. The gasturbine engine 20 is disclosed herein as a two-spool turbofan thatgenerally incorporates a fan section 22, a compressor section 24, acombustor section 26 and a turbine section 28. Alternative engines mightinclude an augmentor section (not shown) among other systems orfeatures. The fan section 22 drives air along a bypass flowpath whilethe compressor section 24 drives air along a core flowpath forcompression and communication into the combustor section 26 thenexpansion through the turbine section 28. Although depicted as aturbofan gas turbine engine in the disclosed non-limiting embodiment, itshould be understood that the concepts described herein are not limitedto use with turbofans as the teachings may be applied to other types ofturbine engines such as a three-spool architecture gas turbine engineand an open rotor (unducted fan) engine.

The engine 20 generally includes a low speed spool 30 and a high speedspool 32 mounted for rotation about an engine central longitudinal axisA relative to an engine static structure 36 via several bearing systems38A-38C. It should be understood that various bearing systems 38 atvarious locations may alternatively or additionally be provided.

The low speed spool 30 generally includes an inner shaft 40 thatinterconnects a fan 42, a low pressure compressor 44 and a low pressureturbine 46. The inner shaft 40 is connected to the fan 42 through ageared architecture 48 to drive the fan 42 at a lower speed than the lowspeed spool 30. The high speed spool 32 includes an outer shaft 50 thatinterconnects a high pressure compressor 52 and high pressure turbine54. A combustor 56 is arranged between the high pressure compressor 52and the high pressure turbine 54. The inner shaft 40 and the outer shaft50 are concentric and rotate about the engine central longitudinal axisA which is collinear with their longitudinal axes.

The core airflow is compressed by the low pressure compressor 44 thenthe high pressure compressor 52, mixed and burned with fuel in thecombustor 56, then expanded over the high pressure turbine 54 and lowpressure turbine 46. The turbines 46, 54 rotationally drive therespective low speed spool 30 and high speed spool 32 in response to theexpansion of the airflow passing therethrough.

With reference to FIG. 2, the geared architecture 48 generally includesa fan drive gear system (FDGS) 60 driven by the low speed spool 30(illustrated schematically) through an input coupling 62. The inputcoupling 62 both transfers torque from the low speed spool 30 to thegeared architecture 48 and facilitates the segregation of vibrations andother transients therebetween. In the disclosed non-limiting embodiment,the FDGS 60 may include an epicyclic gear system which may be, forexample, a star system or a planet system.

The input coupling 62 may include an interface spline 64 joined, by agear spline 66, to a sun gear 68 of the FDGS 60. The sun gear 68 is inmeshed engagement with multiple planet gears 70, of which theillustrated planet gear 70 is representative. Each planet gear 70 isrotatably mounted in a planet carrier 72 by a respective planet journalbearing 75. Rotary motion of the sun gear 68 urges each planet gear 70to rotate about a respective longitudinal axis P.

Each planet gear 70 is also in meshed engagement with rotating ring gear74 that is mechanically connected to a fan shaft 76. Since the planetgears 70 mesh with both the rotating ring gear 74 as well as therotating sun gear 68, the planet gears 70 rotate about their own axes todrive the ring gear 74 to rotate about engine axis A. The rotation ofthe ring gear 74 is conveyed to the fan 42 (FIG. 1) through the fanshaft 76 to thereby drive the fan 42 at a lower speed than the low speedspool 30. It should be understood that the described geared architecture48 is but a single non-limiting embodiment and that various other gearedarchitectures will alternatively benefit herefrom.

With reference to FIG. 3, a flexible support 78 supports the planetcarrier 72 to at least partially support the FDGS 60A with respect tothe static structure 36 such as a front center body which facilitatesthe segregation of vibrations and other transients therebetween. Itshould be understood that various gas turbine engine case structures mayalternatively or additionally provide the static structure and flexiblesupport 78. It is to be understood that the term “lateral” as usedherein refers to a perpendicular direction with respect to the axis ofrotation A and the term “transverse” refers to a pivotal bendingmovement with respect to the axis of rotation A so as to absorbdeflections which may be otherwise applied to the FDGS 60. The staticstructure 36 may further include a number 1 and 1.5 bearing supportstatic structure 82 which is commonly referred to as a “K-frame” whichsupports the number 1 and number 1.5 bearing systems 38A, 38B. Notably,the K-frame bearing support defines a lateral stiffness (represented asKframe in FIG. 3) and a transverse stiffness (represented asKframe^(BEND) in FIG. 3) as the referenced factors in this non-limitingembodiment.

In this disclosed non-limiting embodiment, the lateral stiffness (KFS;KIC) of both the flexible support 78 and the input coupling 62 are eachless than about 11% of the lateral stiffness (Kframe). That is, thelateral stiffness of the entire FDGS 60 is controlled by this lateralstiffness relationship. Alternatively, or in addition to thisrelationship, the transverse stiffness of both the flexible support 78and the input coupling 62 are each less than about 11% of the transversestiffness (Kframe^(BEND)). That is, the transverse stiffness of theentire FDGS 60 is controlled by this transverse stiffness relationship.

With reference to FIG. 4, another non-limiting embodiment of a FDGS 60Bincludes a flexible support 78′ that supports a rotationally fixed ringgear 74′. The fan shaft 76′ is driven by the planet carrier′ in theschematically illustrated planet system which otherwise generallyfollows the star system architecture of FIG. 3.

With reference to FIG. 5, the lateral stiffness relationship within aFDGS 60C itself (for a star system architecture) is schematicallyrepresented. The lateral stiffness (KIC) of an input coupling 62, alateral stiffness (KFS) of a flexible support 78, a lateral stiffness(KRG) of a ring gear 74 and a lateral stiffness (KJB) of a planetjournal bearing 75 are controlled with respect to a lateral stiffness(KGM) of a gear mesh within the FDGS 60.

In the disclosed non-limiting embodiment, the stiffness (KGM) may bedefined by the gear mesh between the sun gear 68 and the multiple planetgears 70. The lateral stiffness (KGM) within the FDGS 60 is thereferenced factor and the static structure 82′ rigidly supports the fanshaft 76. That is, the fan shaft 76 is supported upon bearing systems38A, 38B which are essentially rigidly supported by the static structure82′. The lateral stiffness (KJB) may be mechanically defined by, forexample, the stiffness within the planet journal bearing 75 and thelateral stiffness (KRG) of the ring gear 74 may be mechanically definedby, for example, the geometry of the ring gear wings 74L, 74R (FIG. 2).

In the disclosed non-limiting embodiment, the lateral stiffness (KRG) ofthe ring gear 74 is less than about 12% of the lateral stiffness (KGM)of the gear mesh; the lateral stiffness (KFS) of the flexible support 78is less than about 8% of the lateral stiffness (KGM) of the gear mesh;the lateral stiffness (KJB) of the planet journal bearing 75 is lessthan or equal to the lateral stiffness (KGM) of the gear mesh; and thelateral stiffness (KIC) of an input coupling 62 is less than about 5% ofthe lateral stiffness (KGM) of the gear mesh.

With reference to FIG. 6, another non-limiting embodiment of a lateralstiffness relationship within a FDGS 60D itself are schematicallyillustrated for a planetary gear system architecture, which otherwisegenerally follows the star system architecture of FIG. 5.

It should be understood that combinations of the above lateral stiffnessrelationships may be utilized as well. The lateral stiffness of each ofstructural components may be readily measured as compared to filmstiffness and spline stiffness which may be relatively difficult todetermine.

By flex mounting to accommodate misalignment of the shafts under designloads, the FDGS design loads have been reduced by more than 17% whichreduces overall engine weight. The flex mount facilitates alignment toincrease system life and reliability. The lateral flexibility in theflexible support and input coupling allows the FDGS to essentially‘float’ with the fan shaft during maneuvers. This allows: (a) the torquetransmissions in the fan shaft, the input coupling and the flexiblesupport to remain constant during maneuvers; (b) maneuver inducedlateral loads in the fan shaft (which may otherwise potentially misaligngears and damage teeth) to be mainly reacted to through the number 1 and1.5 bearing support K-frame; and (c) both the flexible support and theinput coupling to transmit small amounts of lateral loads into the FDGS.The splines, gear tooth stiffness, journal bearings, and ring gearligaments are specifically designed to minimize gear tooth stressvariations during maneuvers. The other connections to the FDGS areflexible mounts (turbine coupling, case flex mount). These mount springrates have been determined from analysis and proven in rig and flighttesting to isolate the gears from engine maneuver loads. In addition,the planet journal bearing spring rate may also be controlled to supportsystem flexibility.

FIG. 7 is similar to FIG. 5 but shows the transverse stiffnessrelationships within the FDGS 60C (for a star system architecture). Thetransverse stiffness (KIC^(BEND)) of the input coupling 62, a transversestiffness (KFS^(BEND)) of the flexible support 78, a transversestiffness (KRG^(BEND)) of the ring gear 74 and a transverse stiffness(KJB^(BEND)) of the planet journal bearing 75 are controlled withrespect to a transverse stiffness (KGM^(BEND)) of the gear mesh withinthe FDGS 60.

In the disclosed non-limiting embodiment, the stiffness (KGM^(BEND)) maybe defined by the gear mesh between the sun gear 68 and the multipleplanet gears 70. The transverse stiffness(KGM^(BEND)) within the FDGS 60is the referenced factor and the static structure 82′ rigidly supportsthe fan shaft 76. That is, the fan shaft 76 is supported upon bearingsystems 38A, 38B which are essentially rigidly supported by the staticstructure 82′. The transverse stiffness (KJB^(BEND)) may be mechanicallydefined by, for example, the stiffness within the planet journal bearing75 and the transverse stiffness (KRG^(BEND)) of the ring gear 74 may bemechanically defined by, for example, the geometry of the ring gearwings 74L, 74R (FIG. 2).

In the disclosed non-limiting embodiment, the transverse stiffness(KRG^(BEND)) of the ring gear 74 is less than about 12% of thetransverse stiffness (KGM^(BEND)) of the gear mesh; the transversestiffness (KFS^(BEND)) of the flexible support 78 is less than about 8%of the transverse stiffness (KGM^(BEND)) of the gear mesh; thetransverse stiffness (KJB^(BEND)) of the planet journal bearing 75 isless than or equal to the transverse stiffness (KGM^(BEND)) of the gearmesh; and the transverse stiffness (KIC^(BEND)) of an input coupling 62is less than about 5% of the transverse stiffness (KGM^(BEND)) of thegear mesh.

FIG. 8 is similar to FIG. 6 but shows the transverse stiffnessrelationship within the FDGS 60D for the planetary gear systemarchitecture.

It should be understood that relative positional terms such as“forward,” “aft,” “upper,” “lower,” “above,” “below,” and the like arewith reference to the normal operational attitude of the vehicle andshould not be considered otherwise limiting.

It should be understood that like reference numerals identifycorresponding or similar elements throughout the several drawings. Itshould also be understood that although a particular componentarrangement is disclosed in the illustrated embodiment, otherarrangements will benefit herefrom.

Although particular step sequences are shown, described, and claimed, itshould be understood that steps may be performed in any order, separatedor combined unless otherwise indicated and will still benefit from thepresent disclosure.

The foregoing description is exemplary rather than defined by thelimitations within. Various non-limiting embodiments are disclosedherein, however, one of ordinary skill in the art would recognize thatvarious modifications and variations in light of the above teachingswill fall within the scope of the appended claims. It is therefore to beunderstood that within the scope of the appended claims, the disclosuremay be practiced other than as specifically described. For that reasonthe appended claims should be studied to determine true scope andcontent.

What is claimed is:
 1. A gas turbine engine comprising: a fan shaft; atleast one bearing supporting the fan shaft; a frame which supports saidfan shaft, said frame defines a frame lateral stiffness and a frametransverse stiffness; a gear system which drives said fan shaft; aflexible support which at least partially supports said gear system,said flexible support defines a flexible support lateral stiffness withrespect to said frame lateral stiffness and a flexible supporttransverse stiffness with respect to said frame transverse stiffness;and an input coupling to said gear system, said input coupling definesan input coupling lateral stiffness with respect to said frame lateralstiffness and an input coupling transverse stiffness with respect tosaid frame transverse stiffness.
 2. The gas turbine engine as recited inclaim 1, wherein said flexible support lateral stiffness is less thansaid frame lateral stiffness.
 3. The gas turbine engine as recited inclaim 1, wherein said flexible support transverse stiffness is less thansaid frame transverse stiffness.
 4. The gas turbine engine recited inclaim 1, wherein said flexible support lateral stiffness is less thansaid frame lateral stiffness, and said flexible support transversestiffness is less than said frame transverse stiffness.
 5. The gasturbine engine as recited in claim 1, wherein said gear system includesa gear mesh that defines a gear mesh lateral stiffness and a gear meshtransverse stiffness.
 6. A gas turbine engine comprising: a fan shaft; aframe which supports said fan shaft; a gear system which drives said fanshaft, said gear system includes a gear mesh that defines a gear meshlateral stiffness and a gear mesh transverse stiffness; a flexiblesupport which at least partially supports said gear system, saidflexible support defines a flexible support lateral stiffness withrespect to said gear mesh lateral stiffness and a flexible supporttransverse stiffness with respect to said gear mesh transversestiffness; and an input coupling to said gear system, said inputcoupling defines an input coupling lateral stiffness with respect tosaid gear mesh lateral stiffness and an input coupling transversestiffness with respect to said gear mesh transverse stiffness.
 7. Thegas turbine engine as recited in claim 6, wherein said flexible supportlateral stiffness is less than said gear mesh lateral stiffness.
 8. Thegas turbine engine as recited in claim 6, wherein said flexible supporttransverse stiffness is less than said gear mesh transverse stiffness.9. The gas turbine engine as recited in claim 6, wherein said flexiblesupport lateral stiffness is less than said gear mesh lateral stiffness,and said flexible support transverse stiffness is less than said gearmesh transverse stiffness.
 10. The gas turbine engine as recited inclaim 6, wherein said frame defines a frame lateral stiffness and aframe transverse stiffness.
 11. A gas turbine engine comprising: a fanshaft; a frame which supports said fan shaft, said frame defines atleast one of a frame lateral stiffness and a frame transverse stiffness;a plurality of gears which drive said fan shaft; a flexible supportwhich at least partially supports said plurality of gears, said flexiblesupport defines at least one of a flexible support lateral stiffnesswith respect to said frame lateral stiffness and a flexible supporttransverse stiffness with respect to said frame transverse stiffness;and an input coupling to said plurality of gears, said input couplingdefines at least one of an input coupling lateral stiffness with respectto said frame lateral stiffness and an input coupling transversestiffness with respect to said frame transverse stiffness, and said atleast one of a frame lateral stiffness and a frame transverse stiffnessis greater than said at least one of a flexible support lateralstiffness and a flexible support transverse stiffness, and also greaterthan said at least one of an input coupling lateral stiffness and aninput coupling transverse stiffness.